Exhaust system



A ril 16, 1935. P. R. DELLING ET AL EXHAUST SYSTEM Filed Oct. 16, 1929 [MG/NE meniorf W damn;

PduZRfie Qumran Zia Patented Apr. 16, 1935 UNITED STATES PATENT o 'Fics Paul R. Delling, Haddonfield, N. J., andHans w.

Lindemann, Gary, Ind.; said Lindemann as signer to said Belling Application October 16, 1929, Serial No. 399,976

, 1 Claim.

The invention relates to improved method and means for treatment of exhaust from the engine of steam operated vehicles.

The object to improve the eflicien'cy of condensation of said exhaust and to providefor the conditions arising when there is exhaust exceeding the capacity of the condenser.

Referring to the drawing, which illustrates merely by way of example, suitable means for effecting the invention:

Fig. 1 is a plan viewof the rear end of the chassis showing position of condensers and fans.

Figs. 2 and 3 are details of the fan drive on a larger scale.

Fig. 4 is an elevation showing, more or less diagrammatically the assembly of the governor driven by the engine shaft and controlling the clutch.

Similar numerals referto similar parts throughout the several views.

One of the problems in steam car engineering is to obtain condensation of the exhaust steam. Fan cooling the condensers is desirable for that, purpose, but inasmuch as the burner and boiler of a steam-driven vehicle were usually, and for good reasons, placed in the front end of the chassis, and the engine elsewhere in the chassis, fan .cooling the conventional front condenser presented undesirable complications, such as turbines or electric motors for driving the fan.

A solution of this problem has been found, which consists in placing the condenser or condensers at the rear end of the chassis, or vehicle frame and in taking the motive power for driving the fan or fans from the differential or rear axle or other engine driven part. The air can be drawn from both sides of the vehicle, as well as downwardly from the interior of the body of the coach, thereby producing very effective ventilation of said interior, and upwardly from beneath the chassis, and then forced by the fans through the condensers and expelled in-a direction opposite that in which the vehicle is traveling. The suction which exists at the back of every vehicle in motion will assist in causing the air to pass through the condensers.

We have also found that the condensing action is greatly improved by providing an automatic variable speed gear on the fan drive, giving a relatively high fan speed when the vehicle speed is slow, and a decrease in fan speed with increase in vehicle speed. This arrangement is shown in the drawing- Fig. 1 shows two condensers II and i2, mounted at the rear end of the chassis or frame I 3. In

front of these condensers are mounted the fans 84' and iii. A shaft i6 is driven relatively to the eng-ine speed, by any suitable gearing such is shown in the differential organization l'l. Keyed to shaft i6 is one element I8 of a disc clutch. A sleeve i9 is mounted, by means of ball bearings 20, on the shaft l6, and'on the sleeve iQis mounted and keyed a sprocket wheelzl. On sleeve i9 is slidably mounted and feathered the sleeve element 22 having the flange 23 forming the other clutch element which cooperates with clutch element I8. Element 23 is normally urged toward the left toward element l8 by the spring 24. On the sleeve 22 are mounted the trunnions 25 by means of rings, as at 26, having ball bearing relationship for permitting free relative rotative movement but preventing relative longitudinal movement between said trunnions and sleeve 22. These trunnions are engaged by the arms of a bifurcated lever 2! pivotally mounted as at 28, I

and, at its lower end as at 29, pivotally connected to any suitable actuating element such as 30. This element 30, as shown in Fig. 4 is operated by means of the governer 55 of usual type, which is geared at 56 with shaft l6 and is consequently responsive to the varying speeds of the engine. On the shaft 16, to the right hand of the end of sleeve I9 is secured a hub 3| upon which is rotatably mounted a ring 32 forming the rim of a sprocket wheel. The hub 3| is provided with oppositely disposed recesses or notches 33, which, in combination with the surrounding ring, forms tapered chambers for rollers 34. This arrange-ment is a well known construction which permits independent relative rotative movement between hub 3| and ring 32 in one direction, but prevents independent relative movement between said elements in the other direction.

A co-untershaft 35 is mounted in suitable bearings, parallel with shaft I6. Upon this shaft 35 are mounted and keyed the sprocket wheels 36 and 31, and upon this shaft 35 is also mounted the pulley 38 or other driving element for cooperation with suitable power transmitting means for driving the fans. These forms of power transmission are of course only given as examples. It will be noted in the example shown that the drive from sprocket wheel 2| to sprocket wheel 36 is a two to one speed drive, while the sprocket wheels 32 and 31, being of equal diameter, the speed of shaft 35, when driven through these sprocket wheels, will have the same speed as that of the shaft I6, which, in accordance with the gearing shown, by way of example, is the speed of the engine shaft 54.

In operatioriz When the engine is at rest, and consequently no force is being applied to element 30 and lever 21, to which it is connected, the clutch element 23 will move into engagement with clutch element [8 in response to the action of spring 24.

When the engine starts to operate, the clutch elements being engaged, the sprocket 2| will operate through sprocket 36 the shaft 35 at a speed double that of shaft I6. As the speed of the engine increases the speed of the shaft 35 will increase at the same ratio, until a predetermined engine speed is reached, when the governor device will operate element 30 to separate the clutch element, whereupon the actuation through sprocket 2| will cease. It will be understood that while the speed of shaft 35 is greater than the speed of shaft IS, the sprocket wheel 32 will travel faster than shaft l6, which action is permitted by the arrangement shown in Fig. 3.

When the clutch elements l8 and 23 are disengaged the shaft l6 will drive, through sprocket wheels 32 and 31, the shaft 35 at the same speed as that of shaft I6. This speed will increase directly with the increasing engine speed.

It will thus be seen that during the starting of the engine and vehicle, when a large amount of steam is used to overcome inertia,-or when the vehicle is traveling slowly, due to heavy road or grade, and with large steam consumption, the fans will be driven at a relatively high speed in order to cool the condensers proportionally to the heavy service required, that this speed increases up to a predetermined point of engine speed, whereupon the clutch is released and the fan drive is reduced to the speed of shaft I6, and that the fan drive speed then increases with the engine speed to maximum. By such means we provide a condenser efliciency corresponding to condensing service required.

What we claim:

In combination with a steam engine driven vehicle, an exhaust steam condenser connected with the engine, a fan delivering to the condenser, a drive for communicating motion from the engine shaft to the fan, including an automatically controlled differential responsive to engine speed, whereby the fan will be driven at a speed relatively faster than that of the engine shaft, up to a predetermined speed of said engine shaft, whereupon the speed of the fan will be reduced relatively to the speed of said shaft.

PAUL R. DELLING. HANS W. LINDEMANN. 

